US1156430A

US1156430A - Controller for internal-combustion engines.

Info

Publication number: US1156430A
Application number: US44887608A
Authority: US
Inventors: Charles O Pearson
Original assignee: Individual
Current assignee: Individual
Priority date: 1908-08-17
Filing date: 1908-08-17
Publication date: 1915-10-12
Anticipated expiration: 1932-10-12

Description

C. O. PEARSON.

CONTROLLER FOR INTERNAL COMBUSTION ENGINES,

APPHCATIO HLEE) AUG. 17. 1908. r I r 1% A? K. Patented 001 .121910.

4 5HEETSSHEET I.

f; I I WNNESSES: INVENTOR ATTORNEY C O. PEARSON.

CONTROLLER FOR INTERNAL camsusnov ENGINES.

APPLICATION FILED AUG. X7, 1908. l lbfi mfifl I mma 0m. 12, 1915.

' 4 SHEETS-SHEET 2 mvsmfori l). O, PEARSON.

CONTROLLER FOR INTERNALCOIVIBUSTION ENG|NES.

APPLICATION FILED AUG. 1?, 190a.

: 156A'3U, Patnfed 9st. 12, 1915.

4 SHEE I'S SHEET 3 WITNESSES:

449 4. MM QM wZZv C. O. PEARSON. CONTROLLER FOR INTERNAL COMBUSTION ENGlNES.

n APPUCATION FILED AUG-17, 903. I w l lfifi ftgfi v Patented Get. 12, 1910.

4 SHEEIS SHEET 4.

Whi l V I! M iv! WlTNESSES: g l INVENTOB s 6? @QA 49m ATTORNEY l CHARLES .0. PEARSON, OF NEW YORK, N. Y.

CONTROLLER FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

atented Oct. 12, 1915.

Application filed August 17, 1908. Serial No. 448.876.

. l 1 Q3 0 My invention relates to improvements in controllers for internal combustion engines. and its ob ect is to provide means whereby an internal combustion engine may be started, stopped;reversed, and its speed and power controlled either at the engine or from a distant point.

Its object is more specifically to arrange a system of engine control in which fluid pressure. which may be generated by the engine itself. is used t'orthe above purpose.

Further objects and purposes of my invention will appear in the following speci fication in which I will describe the construction and arrangement of certain apparatus and devices which may be used to carry out the invention, and the novel features of the invention will beset forth in the appended claims.

Referring to the drawings Figure l is a side elevation of an internal combustion engine with associated mechanisms connected together so as to illustrate myinvention. Some of the parts in this figure are shown in cross-section and someare shown in more or less diagrammatic form. Fig. 2 is a sectional end view. and Fig. 3 a side elevation, partly in section, of an improved clutchand brake mechanism. Fig. r is an end elevation of a fluid pressure starting dcvice which I use in carrying out the invention. 'In this lignrc certain parts are broken away to more clearly show the construction of the device. Fig. 5 is a sectional side elevation of the pressure pump and its connected parts. Fig. (i is a sectional end elevation of the controlling valve or switch. the section being taken'on the line (P43 of Fig. 1. Fig. I is a sectional front elevation of a portion of the controlling valve. the section being takcn on the line 77 of Fig. 8. Fig. 3 is a bottom plan view. in section. of the controlling valve. the section being takcnon the line $-N ol' Fig. 1. side clcvatii-in, and Fig. 10 is an cud eleva- Fig. 9 is a sectional.

tion of a spark-timingmechanism. The section in Fig. 5) is taken on the line S) of Fig. 10. Figs. 11. 1'. and 13 are sectional elevations of the controlling valve showing the parts thereof in different relative positions for the purpose of illustrating the operation of the valve and the parts with which it is connected.

-Like characters of reference designate corresponding parts in all of the figures.

ll) designates a base upon which certain of the parts I am about to describe are mounted.

'20 designates an explosive or internal combustion engine of any preferred form or construction. In this particular case it is shown'as a tonr-c vlinder two-cycle engine. of which 21 is the intake or supply pipe and 22 the outlet or exhaust pipe. The exhaust. after passing through a mutller 23. may be led off by a pipe :24 to a stack or chimney, or some other desired place.

is a' gasolene tank which is connected with the carbureter fili. and the latter is connected through a throttle or regulating valve 27 with the engine intake 21.

2b is a lever arranged to adjust the position of the throttle valve 27.

25 designates the sparking plugs of the engine.

30 designates an electric battery. One of its leads 31 is connected with the primary of an induction coil 32. Its otherlead 33' is connected with a contact blade 34 upon the handle 143 of the controlling valve.

35, 35 are contact plates insulated from but mounted upon'the face of the control-- ling valve and with which this blade coacts to close the battery ('ll'cllii' through the primary winding of the induction coil whenever the controlling valve handle is moved to one side or the other. The contact plates 35. 35 are for this purpose connected to gcther and to the induction coil. 32 by conductor 36. One of the leads 37 of the secondary winding of the induction coil is grounded to the engine and its other lead 38 is connected with the spark-control mechan'ism or tuner 40.

3 are the leads from the timer to the spark plugs 20.

In Figs. 9 and 10 the spark-control mechanism or tilner it is shown. In these figarcs 41 is the shaft of motor 20. To the end of this shaft a cam 42 is aflixed. A plurality supply tank 60.

of rollers 43, corresponding with the number of cylinders of the engine, bear upon the surface of the cam and are arrangedto be moved thereby. Each of these rollers is mounted upon the end of an arm such as 44, the other end of which is affixed to'a metallic housing 45 and which is arranged tobe moved into'contact with an insulated contact pin -l6 by the cam 42. Each of these contact pins is connected with one of the spark plugs'29 of the engine by means of one of the conductors 39. The housingitself is rotatable a certain limited amount'about the axis of shaft 41 for the purpose of advancing or retarding the time of the spark in relation to the piston movement of the engine. 'An arm 47 projecting from one side of the housing has an adjusting rod 48 piv-- otally connected wig p it at 49.

The pressure pump is designated by 50 and is shown somewhat in detail in Fig. 5. A pair of

eccentrics

51, 51 are affixed to the motor shaft and arranged to reciprocally drive

pistons

52, 52 within

cylinders

53, 53.

. 54 is an inlet chamber from which ports 55, lead into the cylinders In these ports are check-valves a-rranged to prevent airor other fluid from passing out of the cylinder through them. i 56, 56 are outlet chambers connected with the cylinders by

ports

57, 57 in which are check valves arranged to prevent air or other'fluid from passing into the cylinders through them. 58 is a pipe which leads from the pressure pump to a pressure The pressure regulator which is shown in the drawings comprises a cylinder 61,, one. end of which is closed and connected with the tank 60 by pipe 62. A piston 63 within the cylinder is arranged to be moved bythe nected by a bell-crank lever 66 with a valy g...

rod- 67. When thefiuid pressure is lower than required this valve-- rod closes a passage 68 between the lower portions of the pressure pump cylinders 53, .53, but when the pressure has reached the desired amount, the regulator piston 63 will be pushed forward thereby and, through the connections above pointed out, will raise the Valve/rod until a portion of it, 68, which is cut away for this purpose is in line'with the passage 68. It may be seen that this movement opens the passage 68 so that the fluid driven out of cylinders 53, through the downward movement of its piston, will fill the other cylinder while its piston is moving upward, which occurs at the same time, so that no pressure will be applied to the pressure tank until the pressure therein drops and the valve rod 67 is moved down again. 69 designates a supply pipe from the pressure tank to the other parts of the apparatus. The arrangement above described for opening the shown in Figs. 1 and- 4- is a reversible fluid pressure turbine. 71 is its casing; 72 its shaft upon which is atliXed a pinion 73. '74 is a gear keyed or otherwise attached to the engine shaft 41'and in mesh with the pinion 73. 75 designates a plurality of impact blades mounted upon the periphery of a wheel 76 which is aliixed to the shaft 72. 77 is a-pressure pipe through which fluid is arranged to flow against the blades 75 to impart rotations to the wheel 76. and to theshaft 72 in the direction indicated by the arrow on the left of'Fig. 4. 7 8 designates another set of impact blades ailixed about the periphery of another portion of the wheel 76 or a similar wheel mounted upon shaft 72. These blades are set in the opposite direction and are arranged to drive the shaft 72 in the opposite direction or that indicated by the arrow on the right of Fig. 4 when fluid pressure is admitted through a supply pipe 79. From Fig. 1 it may be seen that the

supply pipes

77 and 79 may, if desired, be divided so that each of them may supply more than one port to the impact blades. It is evident that any movement imparted to the shaft 7 2 will be transmitted to the engine or motor shaft 41 but at a reduced rate of speed. through the pinion 73 and the gear 7 It may be seen thatthe'wheel 76, through its connection with the engine shaft, forms a balancewheel for the engine and acts as such while 'the'engineis running. v I

In Figs. 1, 2-and 3 a. fluid pressure con- .LQlled brake and clutch device which may be used in carrying out the invention is illustrated. This comprises a circular hous i'ng 80 rotatably I mounted upon a power shaft 81 which is in'alinement with the engine shaft 41. These shafts may be maintained in alinement with each other by havwhich extends to and partially surrounds the teeth of gear 83. This projecting portion and the gear-s82 and 83 divide the interior of the housing into two chambers.

These chambers are inclosed and are filled or partially filled with oil or other fluid 85. 86 is a passage between the two chambers formed as above described and this passage collar longitudinally upon the shaft -11 and v to therehy control the position. of the pi ton valve HT. The operation of this device is as follows: \Vhen the shaft 41 is rotated the gears and 82 will he driven. It th passage 80 is open this rotation of the gears 'ets on the hase 10 at 02.

- eccentric 101 upon shaft 41.

will cause the oil to he driven through. the gears and through the passage 80' and will have no eli'ect upon the housing. hut it the. passage 30 is closed the oil cannot circulate so that the gears which are oil tight will he locked together hy the oil and will cause the housing to rotate with the shaft 41. This eti'ect will take place gradually so that the driven mechanism will he smoothly accelerated up to a speed approxinnitcly equal to that of theengine.

00. 00 designates apaiuo't ln'alv'e-shoes hearing upon the outer surface, 01" housing 80. These are supported upon hrake levers 01 which are pivoted to stationary hrack- Their upper ends are comm-ted hy levers 0 03 which are pivoted to the hrake levers and to a piston rod 9-1. This piston rod is atlirved to a piston 95 within a cylinder 00. spring 97 pushes the piston and its connected parts upward to apply the hrake-shoes. A pipe 8 is arranged to admit fluid pressure to the upper end of the cylinder to push the piston downward againstthe spring 07 to release the brakeslioes. This hrake will hold the shaft 81 when the latter is disconnected from the engine.

100 is a water supply pump for the cooling jacket of the engine It is driven hy an 102 is a. water tank which is connected with the pump by a pipe 103 pipe 10-1 leads from the pump to the water jacket of the engine. and a pipe 105 leads from the water jacket hack to the tank 102.

110 is a centrifugal speed governor mounted upon hrackct 111 on the side of the engine and driven through hevel gears 112 t'roln,

the engine shaft 41.

113 is a hell-crank lever pivoted at 11-4 to the bracket 111. The lower end 01 this hellcrank lever is connected hy a link 115 to the lower end of a vertically disposed lever 110,- the upper end otwvhich is connected at 117 with the vertical arm of a hell-crank lever lt is also connected at an intermediate 120. point hy a link 118 with lever 81) 111') designates a rod connecting leven89' with the arm 28 which is connected with and controls the throttle valve 27.

The hell-crank lever 1:20 which is pivoted at 121 forms a part of a go\ 'crning device. A spring is arranged to raise the horichamher iremher the casing is open to form a cham-' zontal arm of the hell-crank lever up against an adjustahle stop 123.

1:24, 125 and .120 are governing cylinders similar in construction to the hrake controlling cylinder no.

127. 12.8 and 125) are fluid pressure pipes each communicating with the upper end of one of these governing cylinders. The pist ns within the governing c vlindersare connected hy piston rods 1'34. 125 and 120 with the horizontal arm of hells-rank lever 120 and arranged to push the latter down against the action of spring 122 a greater or lesser degree. according to which oi the pistons is actuated, and also whethwone or more of them is actuated. I

The upper end of the spark adjusting rod 48 is pivotally connected with an arm 130 which is pivoted at 131 andwhich is normally maintained in horizontal position by means of a spring 1332 and a pair of centering fingers 13:1. 1323.

13+ is a cylinder inclosing a piston 135,

'the rod of which is connected with the pivoted arm 130 at one side of the pivot 131.

1 50 is the pressure supplv pipe to cylinthe engine is attected. This valve comprises. -a casing 1+1 by means of which a rotary valve memher 1 :2 and a piston valve 150 are inclosed. 113 is a handle by means of which these valves are moved. 'In describing the construction of the valve 140 1' will point out its connection with the other parts of the apparatus and describe the operation of the control system. The rotary memher H2 is so constructed that near the forward portion it has two annularly disposed chamhers designated in the drawings hy 114 and 1-15. llack of these chambers and in alinemeut with the pressure supply pipe 00 is another Ht. Back of the rotary valve her HT which communimtes witlra cyliu drical portion 151. These parts are. open to the air through a port 15:2. The cylindricalportion o't'the casing holds the slidahlc piston valve 150. 1-18 designates a passage in the rotary valve memher hetwcen the chanrhers 1H and .1113, and1-t9 designates a similarpassage hetween the cham- .hers H5 and 1 17. The slidahle piston valve is connected with the rotary valve meniher :hy a connecting rod 153- so that it slides in or out whenever the rotary valve memher is turned in one direction or the other. 'hen the valve handle is in its central position all of the pipes which are connected with the valve are open to discharge through the which through chamber 1&6 and passage 148has.

.98 and 161 portd152, with the exception, of course, of

the pressure pipe (39. The pressure supply p1 pe 69. is connected with'the upper part of the valve casing which contains the rotary valve member opposite the chamber 1 :6, and at 153 to the cylindrical member of the casing which contains the piston valve. The

other pipe connections which have been herein pointed out are connected with the valve casing 1.40 at the various points indicated'in the drawings. When the handle 143 is in central position the apparatus is at rcshand the parts of the valve are in the positions as shown in Figs. 1 and 11 of the drawings. 'lne air supply is cut ofl from the various leads and pipes because that part communicates with chamber 1 H no outlet. The port 153 is at the same time closed by the piston 150. Now, if an opera tor'turns the handle over to the' left as far as it will go, the parts of the valve will assume the positions in which they areshown in Fig. 13. Now, the fluid pressure supply entering through chamber 146, passage 148 and chamber 144, will pass through the

pipes

160 and 98 to the brake cylinder 96. The brake; will be released thereby. fluid pressure will also pass through the pipe 79", port 15 1 in piston valve 150, and

the pipe 79 to the fluid pressure starting de-- vice which is connected with the engine in the manner previously described. This will rotate the engine in one direction. The actuation of the engine will cause it to draw in ach-arge of explosive mixture through the carbureter 26 and the spark ignition device previously described will. at the required time ignite the charge and cause it todrive the engine. This will be repeated until, the engine is running under, its own power.

The piston valves 162 and 163 are inter posed in the

pipes

160 and 161, respectively,

and arranged to be actuated by a pin 164 which is connected to move with the operating handle of the valve and which engages with a forked bracket 165 to slide these piston valves over to one side or the other. When the handle 143 has been moved to the left as above described, the valve 163 will be,

moved to close the passage between the pipes When the valve has been thrown over to the position shown in Fig. 13 the pressure supply will also be connected through pipe 136 with cylinder 1.34

' which, through its mechanical connections,

will shift the spark'timer to advance the spark and thereby increase the speed'of the engine. Connections will at the same time be made thropgh'port 155 with the pipes 127,;1128 andflglfillfjand through them with;

their respective governing cylinders 126i,-

125 and 126. These, through their mechanical connections, will actuate the clutch wlthln housing SQ'and will open the throttle The valve 27. It may be seen that the centrifugal governormechan-ism is associated with the connections with the clutch, and with its throttle valve so that it controls and gov erns the operation of both of these parts It is so arranged that whenever the engine attains undue speed, the piston va1ve'87- of the clutch will be partly opened to allow slippage of the clutchand the throttle valve will be partly closed to slow down the engine.

-lVl1en the engine has attained its normal speed the operator may move the handle 143 back until the parts are in the positions shown in .Fig. 12, when the port 154 is moved out of linewith the pipes 7 9 and 79 so that the pressure supply is shut off from the starting device, after which the engine will run under its own power until stopped by the operator. This may be done by re when the contact pl ate' 34, which has been .i

turning the handle 143 to its central position moved onto contact plate ,35 by the previ ously described operation, will be removed therefrom. by this movement of handle 143 and will thereby disconnect battery 30 from the sparkin' mechanism; at the same time the brake will be applied and the clutch res leased. 'Of course the controlling valve may be movedto intermediate positions to energize one or more of the governing cylinders which will alter the amount of opening of the clutch valve and of the throttle valve so that the speed of the driven shaft 81 may be controlled thereby. If it is desiredto start the engine in the opposite direct on,

tions similar to those above described will take place, but the starting device will be' energized through the

pipes

77 and 77 and rection.

160. I the handle 143 of the controlling valve may I be turned to the right, in-w-liich case operai i 10a the engine will be driven in the opposite di- I If Internal combustion engines depend upon "a fluid supply and means for igniting, the

supply. Their running can "be primarily.

.110" controlled only by regulating this supply or I v changing the time of igniting the charge relative to its revolutions. The ener which is used to control the engine may e generated by the engineitself. It may be used .to assist the engine in driving its load Whenever its load becomes excessive, as-well -j as to control the starting and'stopping ofthe engine and its driven shaft. But more 1 than this, the energy is used to regulateithe' vital elements of the engine which produ ce its motive power, so that its explosive tions, and stopping it. If We action of such iso an engine is to be controlled from a dis tance. it is important that all of the above functions should be under full control of an operator. In my -ini1.iro\'ed devices I have shown suitable means fo accomplishing this auxiliary devices. These devices are so arranged that an unskilled operator may, by

the simple manipulation of a lever, fully controlv the action of the engine. This provides a simple system by means of which an internal combustion engine, such, for exam ple, as a gasoleneengine, may be readily controlled from any convenient point, and as this has hitherto been ditlicult or almost impossible, the invention should be given a broad interpretation, and the claims which are appended are intended to cover other arrangements and means for producing this result than those which I have herein described as a specific illustration of one manner in which my invention may be carried into effect. The usefulness of this nvention is unlimited as it removes the most objectionable features of engines of this type which are otherwise eflicient and desirable.

lV'hat I claim is: Y

1. An internal combiistion engine, a pres-' sure pump arranged to be driven thereby, a starting device for the engine, a throttle valve and a spark mechanism for controlling the speed of the engine, and manual'ineans for directing the pressure generated by said pump and causing said pressure to actuate the starting device, the throttle valve and to control the spark mechanism.

72. An internal combustion engine, a centrifugal governor and intermediate mechanical connections between the engine and the governor arranged to automaticallycontrol the speed of the engine, and a manually controlled fluid pressure actuator arranged to shift the relative positions of said connections step by step to thereby modify the effect of the governor and to cause the engine to run at a desired rate of speed.

3. An internal combustion engine, a start-- ing device therefor, means driven by the enginefor obtaining a fluid pressure supply,

the engine. and a valve; and connections between the pump, the valve, the starting device. and the governor whereby the pressure may be directed from a lmint'removed from the engine to cause said pressure to actuate the starting device and to modify the effect of the centrifugal governor.

A internal combustion engine, a pressure pump arranged to be driven thereby, a starting device for the engine, a speed controlling mechanism comprising a centrifugal governor. a manually operated valve, and connections between the pump, the valve, the starting device, and the speed controlling mechanism whereby the pressure may be di rected to cause said pressure to actuate the starting device and to modify the effect of the centrifugal governor.

(3. A reversible internal combustion engine, a pressure pump arranged to be driven thereby, a reversible starting device for the engine, a speed controlling mechanism comprising a centrifugal governor and a throttle valve, intermediate connecting mechanism between the centrifugal governor and the throttle valve, a manually operated valve, and connections between the pump, the valve, the starting device, and the speed controlling mechanism. whereby the pressure may be directed to cause'said pressure to actuate the starting device to start the engine in either direction, and to shift the connecting mechanism to modify the effect of the 7. An internal combustion engine, a starting device therefor, means driven by the engine for generating a fluid pressure supply,

a power transmission shaft, a clutch for connecting said shaft with the engine, andmanually operated means for actuating the starting device and the clutch by means of said pressure actuator arranged to control the speed thereof, a power transmission device, a clutch arranged to connect said device with the engine, a brake arranged to connect said device with the engine, a brake forthe transmission device, said'clutch and brake being arranged to control the speed of the transmission device, and manual means for controlling said actuator, the clutch, and the brake from a point removed from the engine.

10. An internal combustion engine, means for controlling the engine. a power transmission device, a clutch, and a brake for said device, and fluid pressure means for together actuating the engine controlling means and clutch, and releasing the brake.

11. An internal combustion engine, a'

starting device therefor, independent means driven by the engine for generating a fluid pressure supply, a power t 'ansmission shaft, a clutch and an independently operated brake for said shaft, and manually controlled means for actuating the starting device and the clutch, and releasing the brake by means of said fluid pressure.

12. An internal combustion engine, a starting device therefor, a pressure pump driven by the engine, a speed controlling mechanism, a power transmitting shaft, a

clutch and brake for said shaft, and manual means for directing the pressure generated by the pump and causing said pressure to actuate the starting device, the speed controlling mechanism and the clutch, and to release the brake.

the effect of the centrifugalgovernor, to

actuate the fluid clutch, brake. I

14, An internal combustion engine, a pressure pump arranged to be driven thereby, a'starting device for starting theengine in either direction, a throttle valve and a spark mechanism for controlling the speed of the engine, a power transmission shaft, a

and 'to release the clutch and a brake for said shaft, a manually operated valve. and connections between the pump, the valve. the starting device the throttle valve and spark mechanism, and the clutch, whereby the pressure may be directed to cause said pressure to actuate the starting control-ling mechanism whereby the pressure may be directed to actuate the turbine and the speedcontrolling mechanism.

16. An internal combustion engine, a fluid pressure turbine arranged to start the engine in'either direction, an independent pressure pump driven by the engine, a pressure supply tank connected with the pump, a fluid pressure actuator for controlling the speed of the engine, asingle manually operated-valve, and connections between the pressure tank, the valve, the turbine, and said actuator, whereby the pressure from said tank may be directed to cause said pressure to actuate the turbine and the speed controlling actuator.

17. An internal combustion engine, a fluid pressure turbine arranged to start the engine in either direction, a pressure pump driven by the engine, a pressure supply tank connected with the pump, a speed controlling mechanism for the engine comprising a centrifugal governor and a fluid pressureactuator for modifying the effect of the governor, a manually operated valve, and

' connections between the pressure tank, the valve, the turbine and said actuator whereby the pressure from said supply tank diray be directed to cause said pressure to actuate the turbine and the actuator. H

18. An internal combustion engine, a fluid pressure turbine ar anged to start the engine-1n either direction, a pressure pump driven by the engine, a pressure supply tank conneeted'with the pump, a speed controlling mechanism for the engine comprising a centrifugal governor and a Hard pressure "actuator, said actuator having a plurality of cylinders arranged to modify the effect of the governor step by step, a manually operated valve, and connections between the pressure tank, the valve, the turbine and saidactuator cylinders whereby the pressure from said supply'tank may be directed to cause said pressure to actuate the turbine and the fluid pressure actuator to cause th engine torun at a desired speed.

19. An internal combustion engine comprising a sparking device, a fluid pressure starting device for the engine, means driven dcvice,the throttle valve, the throttle valve and spark mechanism, and the clutch, and

to release the brake from a point removed operated valve, 'and connmztions betveen the pump, tne vah e, o e turbine, and the speed mechanism.

by the engine for generating a fluid pressure supply, mechanism for shifting the sparking device, a pressure cylinder connected with said shifting mechanism, and manually operated means for directin'gthe pressure and causing thegpressure to actuate the starting device and the sparking device shifting 20. 'An internal combustion engine comprising a sparking device, a .fluid pressure device for starting the engine in either direction, a pressure pump driven by the engine, mechanism for shifting the sparking device, a pressure. cylinder. connected sai ftiesvaetrlraeie ium ernoarranged to automatically control the and manual means speed of the engine. a fluid pressure actuator comprising a plurality of cylinders arranged to modit'y the ettect ol" the governor,

tor directing the pressure and causing said pressure to actuate the starting device. and to energ' e the cylindcrs ol' the sparking device shitting mechanism and ot the fluid pressure actuator.

all. An internal combustion engine. means driven by the engine for generating a fluid pressure supply. a sparking device to;- the engine. an electrical supply for said. device, and a single manually operated device for o ronjuneliielv controlling the fluid pressure supply and the electrical supply for stopping the engine. or starting the engine in both directions.

:12. .'\n internal combustion engine. means driven by the engine For generating a fluid pressure supply. a fluid pressuremotor positively connected with the engine. a sparking de\ice tor the engine, an electrical supply l'or said device: and manual means t'orconneciiug and disconnecting the fluid pressure with and l'rom the motor. and conjunctively connwting and discminectingthe electrical supply uith and 'trom the sparking device lor starting and stopping the engine.

22 An internal combustion engine. a pressure pump driven thereby and arranged to generate a fluid pressure supply. a fluid pressure control system for the. engine comprising Sll'llll) and exhaust pipes for said fluid pressure supply, and a single. manually operated valve for controlling the connections ot' said pipes, said control system hein i arranged to cause the pressure supplied by" said pump to start the engine in either direction and to control the speed thereof.

An internal combustion engine. a pressure pump connected therewith. a fluidpressure motor cmmected with the engine. a sparking device for the engine. a speed controlling mechanism con'iprising a centrifugal governor. a throttle. valve. and a shifting mechanism tor the sparking device; intermediate comiections between the governor and the throttle valve. a manually operated valve at a point removed from the engine,

and connections between the pump. the valve, the. motor. the throttle valve connec tions and the spark-shitting mechanism ivlwreby the pressure. generated by the pump may he directed to cause. said pressure to actuate the motor. to actuate the throttle valve connections. and to actuate the spark-shifting mechanis n.

27. An internal combustion engine, a pressure pump connmted therewith, a reversible fluid pressure motor connected with the engine. a sparking device for the engine. an electrical supply for said devi'ce.a speed controlling mechanism comprising a centrifugal governor, a throttle valve, and a shiftgme for generating ing mechanism tor the sparking dev ice, intermediate connections between the governor and the throttle valve, a manually operated valve at a point removed from the engine, connections between the pump, the valve, the motor, the throttle valve connections and the spark-shifting mechanism whereby the pressure generated by the pump may be directed to cause said pressure to actuate the motor, to actuate the throttle valve connections. and to actuate the sparking device shifting mechanism in either direction, to thereby control the speed of the engine; and a switch associated with the manually-operated valve for controlling the electrical supply to the spark mechanism.

26. An internal combustion engine, a pressure pump connected therewith, a re vcrsible fluid pressure motor connected with the engine. a sparking device for the engine. a speed controlling mechanism comprising a centrifugal governor, a throttle valve. and a shifting mechanism for the sparking device, intermediate connections between the governor and the throttle valve; a power transmission shaft, a clutch arranged to connect said shaft with the engine, a brake tor the transmission shaft, said clutch and brake being arranged to control the speed of the tl'illlSl'tllSSlOll shaft; a main ually operated valve, and connections. be-

tween the pump, the valve, the motor, the

clutch. the brake, the throttle valve connections and the spark-shifting mechanism whereby the pressure generated by the pump may be directed to cause said pressure to actuate the motor. the clutch, and the brake, and to actuate the throttle valve connections and the spark-shifting mechanism.

27. An internal combustion engine comprising a sparking device. a reversible fluid pressure motorpositively connected with the engine. a pressure pump driven by the ena fluid pressure supply, an electrical supply for the sparking device, mechanism for shifting the sparking device, a speed controlling mechanism for the engine comprising a centrifugal governor and a tluid pressure actuator. said actuator having a' plurality of cylinders arranged to modify the eflect of the governor step by step. a throttle valve. intermediate connections between the governor and the throttle valve. and. a shifting sparking device; a power transmission shatt. a clutch arranged to connect said shaft with the engine. a brake for the transmission shaft. said clutch and brake being arranged to control the speed of the transmission shaft; a manually operated valve at a point removed from the engine. and con nections between the pump. the valve, the motor. the throttle valve connections. the spark-shitting mechanism, and the clutch and brake, whereby the pressure generated therefor, a single manually operated con-' .15'

engine in either direction, to actuate the throttle valve connections and the sparking device shifting mechanism in either direction to thereby control the speed of the engine, and to actuate theclutch and the brake for the transmission shaft; and a SWliZCll asi sociated with the manually operated valve for controlling the electrical supply for the spark mechanism.

'28. An internal combustion engine, a starting device and controlling devices trolling valve at a point removed from the engine, and intermediate pilot mechanisms connected Withsaid starting and controlling devices whereby the engine may be started,

' troller therefor comprising a manually opi i stopped and its action controlled from said single controlling valve,

' 29. An internal combustion engine, a conerated controlling valve at a point removed from the engine, a plurality of intermediate fluid pressure pilot mechanisms arranged to control the action of the engine, fluid pressure means controlled by said controlling valve for actuating said mechanisms inone direction, and mechanical means for actuating said mechanisms in the opposite 'direction.

30. .An internal combustion engine, a con- H troller therefor: comprising a manually opan ignition apparatus, intermediate pilot Em'echanism's arranged to control said throterated controlling valve at a point removed from the engine, a throttle valve and He valve'and ignition apparatus, fluid pressure means controlled by said controlling valve for actuating the pilot mechanisms, the throttle valve and the ignition apparatus in one direction, and mechanical means termediate pilot mechanism parts in the opposite dinieans controlled by said controlling valve itfiqr actuating'said mechanism and the throtevalve in one direction, and mechanical meansfor actuating site direction.

32. An inte'rnal'combustion engine, a controller therefor comprising a manually operated controlling valve, an ignition appae ratus, a throttle valve, intermediate pilot said parts in the oppomechanism comprising means wher'eby'the throttle valve maybe moved from closed to open positionin a plurality of steps, fluid pressure means controlled by said controlling valve for'actuating said mechanism. the

" intense h throttle valve ,.,and ignifion ap ru tratus, a

spring, andmcchanical means for bringing comprising a manually pperated controlling valve, an intermediate pilot mechanism for moving the brake, fluid pressure means 'controlled by-said controlling valve for actuati'ng said mechanism to release the brake,

and mechanical meansv for actuating said mechanism in the opposite direction.

3%. An internal combustion engine, an ignition apparatus therefor, a circuit for said apparatus, manually operated means for closing and opening said circuit, fluid pressure means for moving said apparatus in either direction from its central position from the same manually operated means, and a spring for returning the ignition apparatus to its central'position before-sa d circuitis opened.

35. An internal combustion engine, a fuel supply therefor, an ignition apparatus for the engine, a circuit for-said apparatus, manually operated means for closing said circuit, fluid pressure means for advancing said apparatus and-regulating the fuel supply to increase the speed of the engine, said fluid pressure means being controlled from the same manually operated means.

' 36. An internal, combustion engine, a fuel supply therefor, an ignition apparatus for the engine, a circuit for said apparatus, manually aerated means for closing and opening sa circuit, fluid pressure means for moving said apparatus in either direc tion from its central position, and for inthe fuel supply when the manually operated means is actuated to open the circuit to stop the engine.

supply therefona fluid pressure supply, con- ,110 37. An internal combustion engine, a fuel duits therefor, a fluid pressure starting device for the engine, amechanism arranged to be driven thereby, a brake for said mecha nism, an ignition apparatus for the engine, a circuit for said apparatus, a throttle device for controllingthe. fuel supply to the I engine, a centrifugal governor connected v device arranged to close said circuit and c'ontherewith, a manually operated controlling nected with said conduits whereby the fluid pressure supplymaybe directed to start the engine, to release the brake, to advance the ignition apparatus,- and to open the throttle valve toincreasethespeed of the engine,

. internal combustion en'gine;, a fuel ply herefor: a fluid pressure supplygcon- I I vice for the engine, a mechanism arranged to be driven thereby, a brake for said mechanism, an'ignition apparatus for the engine, acircuit for said apparatus, a throttle device for controlling the 'fuel" supply to the engine, a centrifugal governor connected therewith, a manually operated controlling device arranged to close said circuit and connected with said conduits,'whereby the fluid pressure supply may be directed to startthe engine, to release the brake, to advance the ignition apparatus, and to open the throttle valve to increase the speed of the engine; mechanical means for applying thebrake, closing the throttle valve and retarding the ignition apparatus, said mechanical means being brought into action upon the manually operated controlling device being actuated to open the ignition apparatus circuit to stop the engine.

' 39. An internal combustion engine, a fuel supply therefor, a centrifugal governor ar ranged to control said supply, an ignition.

apparatus for the engine, a circuit therefor, a manually operated circuit-closer, and fluid pressure means controlled by said circuitcloser and arranged to shift the mechanical connections of said governor to thereby cause the effect of said governor upon the fuel supply to be modified at will.

40. An internal combustion engine, a fluid pressure control system therefor, a manually operated controlling device at a point removed from the engine, a mechanism arranged to'be driven by the engine, a brake therefor, means combined with said engine control system whereby the brake may be conjunctively controlled with the engine from said manually operated controlling device to release the brake when the engine is started and to apply the brake to hold said mechanism independently of the engine when the engine is stopped.

ll. An internal combustion engine, fluid pressure means for-controlling said engine, mechanism arranged to be driven by the engine, a coupling between the engine and the meclmnisnnsaid coupling comprising a fluid power transmission device, and meansactuated by the engine controller for causing said fluid to be stored gradually under pressure within the coupling and to accelerate the driven member up to practically the speed of the engine.

42. An internal combustion engine, afluld pressure control system therefor comprising means for starting the engine in either direction, mechanism arranged to be driven by the engine, a coupling between the engine and the mechanism, said coupling comprising a fluid power transmission device,

means actuated by the engine controller for causing said fluid to be stored gradually under pressure within the coupling and to" accelerate the driven member up to pra'ok tically the speed of the engine in either di the engine control system and said coupling. 43. An internal combustion engine, mechanism arranged to "be driven thereby, a fluid pressure actuator for controlling the speed rection. and manual means for controlling I of the engine step by step, a fluid coupling device between the engine and said mechanism, a manually operated device vfor controlling said actuator and-said coupling device, and a centrifugal governor arranged to govern the speed of the engine and to act upon said fluid coupling device to cause a slip Whenever the speed of the driven, mech anism becomes too great. '1 44. An internal combustion engine, mechanism arrangedto be driven therebyf'a fuel supply for the engine,-a throttle valve for controlling saidsupply, a fluid pressure ac tu'ator for moving said throttle "valve, step by step. tocontrol the speed of the engine,

a fluid coupling device between the engine and said mechanism, a manually operated,

, device for controlling said actuator and said of the engine and to act upon the flnid upon said throttle valve to govern the speed coupling device to release said device when;

ever the speed of the driven mechanism comes too great.

45. A reversible internal combustion en gine, mechanisms for starting the engine in.

either direction and for controlling the speed 1 and power thereof, a fluid pressure supply, a single manually operated valve having a plurality of ports, andpipe connections'betweensaid starting and controlling n; h

ani'sms and said ports whereby the'control of the engine may be effected from said I Valve. r

46. An internal combustion engine, a mem ber arranged to be driven thereby, a fluid pressure transmission device operatively connecting said engine and driven member; mechanisms for controlling the action of said engine and for controlling saidtransmission device, a fluid pressure supply, a

manually operated valve at a point removed from the engine, said valve having a. plurality of ports, and pipe connections between said mechanisms and said portswhereby the cpntrol of the engine and the connecting mechanism maybe effected from said valve; l 47, An internal combustion engine, a sparking mechanism therefor, mechanical means for automatically actuating said sparking mechanism in one direction, fluidjpressure means for actuating said sparking'm gh.

be i

anism' in the opposite direction, and a manually operated valve, for controlling fluid pressure for actuating said, fluid pressure means. I 48. An internal combustion engine arranged to run in either direction, a sparking mechanism therefor, mechanical means for automaticallycentering said sparking 1nechanism, and .manually controlled fluid pres sure means for shifting said sparking mech anismin one direction or the other.

49. An internal combustion engine ari ran ed to run in either direction, a sparking mechanism therefor, mechanical means for automatically centering said sparking mechanism, fluid pressure actuating means for shifting saidsparking mechanism in one di- I rection or the other, and a manually. operated valve having ports for connecting and disconnecting thefluid pressure to and from said actuating'mechanism.

50. An internal combustion engine, a fuel supply therefor, a single controlling device situated vat a distance from the engine, a

fluid pressure supply controlled thereby arranged to control the action of the engine in both directions of rotation, a sparking mechanism for the engine, a circuit there i for, and means in said controlling device for connecting and disconnectipg the circuit-for said sparking mechanism.

51. An internal combustipn engine, a fuel supplytherefor, avalve fdr controlling the fuelsupply, a centrifugal gpvernor and fluidpressure actuateduncans arranged. to conjunctively move said valve, and a manual device for controlling the fluid pressure means. 1

. I '52. An internal combustion engphe arply therefor, a valve for controllin ranged .to run in either direction, a flucl supf/the fuel supply, a centrifugal governor aryanged to automatically control said valve, ad a manually controlled fiuid pressur actuated mechanism connected With said valve arname to this specification in the ranged to control the speed of'the engine in conjunction With said centrifugal gov- 53. An internal combustion engine, a fuel supply therefor, a valvefor controlling the fuel supply, a centrifugal governor andadevice actuated in one direction by fluid pressure arranged to'conjunctively control said valve, and mechanical meansffor mgving the fluid pressure device in the other direction. I

54:. An internal combustion engine, aniemher arranged to be driven thereby, mean'sflfor liquid actuated clutch for connecting said member witli the engine, a centrifugal governor arranged to control the speed of the engine and to actuate said clutch when the i engine reaches a certain predetermined speed,

and a means for controlling the engine and the governor.

' 56. An internal combustion engine, a fuel supply therefor, a valve for controlling said fuel supply, a fluid pressure controlling system'for the engine, comprising a single manually operated valve, and an actuator for moving'said valve in a-plurality of steps for controlling the admission of said fuel supply to the engine.

lntestimony whereof I have signed my tWo subscribing Witnesses.

CHARLES o. PEARSON.

Witnesses: ,j I I ERNEST MARSHA L, ELLA Tron.

presence of-